US1585985A

US1585985A - Lubricating arrangement for motors

Info

Publication number: US1585985A
Application number: US752219A
Authority: US
Inventors: Heinrich Jean Marie
Original assignee: Societe des Moteurs Salmson
Current assignee: Societe des Moteurs Salmson
Priority date: 1924-11-25
Filing date: 1924-11-25
Publication date: 1926-05-25
Anticipated expiration: 1943-05-25

Description

May 25, 1926. 1,585,985

J. M. HEINRICH LUBRICATING ARRANGEMENT FOR MOTORS Filed Nov. 25, 1924 Patented May 25, 1926.

UNITED STATES 1,585,985 PA-TENT"OFF'IE.

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LUBBICATING ARRANGEMENT FOB MOTORS.

' Application fled November 25, 1924. Serial 1E0. 752,219.

The present invention relates to an arrangemenhfor the lubrication of the crankshaft and the elements which are journalled upon the said crankshaft in internal combustion engines. In said arrangement, advantage is taken of the presence n the crankcase of the engine when in o rat on of a cloud formed of oil dro w ch are in constant ,motion in all directlons and it is chiefly characterized by the fact that. it comprises an oil intake device secured to the end of the crankshaft and coaxial with the latter, and means for circulating the oil from the said intake to the elements to be lubri-v cated. Other features will be set forth here inafter.

In the appended drawings given by way of example: a

Fig. 1 is a vertical section of the end of the crankshaft carrying the oil intake device I according to the invention.

Fig. 2 is a section on a larger scale of the said oil intake, on the line AA of Fig. 1.

' Fig. 3 is a longitudinal section on the centi e line of the crankshaft of an engine provided with the lubricating means in accordance with the invention.

The lubricating device according to the invention chiefly comprises an oil inlet consisting of a metallic nozzle 1 with thin walls and referably of a tapered shape. The said nozz e is secured to the end of the crankshaft 2 and coaxially with the latter, for instance by means of the screws 3, and is provided in the interior with fiat partitions 4;

having therein a great number of perforations 5; said partitions are soldered or During the operation of cutting out the.

otherwise secured to the nozzle. The tapered wall of the nozzle is cut out so as to form large apertures 6, equal in number to the partitions 4, and alternating with the latter.

apertures 6 in the lateral wall of the nozzle. a sli ht flan being for example bearing surfaces ball- 7 is provided upon the perip iery of t c said apertures, and extends bearing, or the like. Cross-ducts 11 connect The operation is as follows:

Under the effect of the whirls set up in the crankcase b the working of the engine, the drops of oi in suspension in the crankcase will enter the said nozzle and will be dlscharged through the apertures 6. But in order toproceed from one such aperture to another, the said cloud isobliged to pass through one of the artitions 4 and hence through the perforations 5 in the said par tition; when passing through the said partitions, the cloud will yield up the major part of'its dro and the latter will adhere to the surface o the partitions. The oil thus provided is drawn by centrifugal force along the artitions 4 as far as the mner periphery of the nozzle 1, and then alon the said nozextends as far as the inner end of the said the recess 8 with the points to be lubricated.

recess. The oil which is taken off by the ducts 11 is supplied to the points tobe lubricated under the effect of centrifugal force.

The output may be ad'usted in accordance with the dimensions and arrangement of the ducts. I

It should be noted that the motion of the several parts of the engine causes variations- .in the pressure within the crankcase, and this produces a constant motion of the atmosphere within the recess 8 in the crankshaft, this latter movement improving the distribution 'of oil along the said recess.

On the otherhand, the-speed of rotation 'of the engines now employed upon motor vehicles or aeroplanes is such that the centrifugal action will have a sufiicient value in order that an appreciable inclination, even for a long time, of the crankshaft relative to the horizontal, will not be prejudicial to the formation and maintenance of the cylinder of oil 12.

- Fig. 3, which plified as far as possible-of a" single cylin-iis a lengthwise se'ctionsim- I der stationary engine" shows the use of the I fication; the reference numbers correspondto those, of the preceding figures, and m addition, 13 is the crankcase carrying the cylinder 14; 15 is the crank pin engaging the PIS- ton rod head 16; the whole is balanced by means of the mass 17. a

The oil intake nozzle 1 which is mounted at the end of the crankshaft 2 comprises only two lateral apertures 6, and the two partitions 4 are here formed by a single late. The cylindrical recess 8 is formed in the crankshaft 2 only to a small depth; ducts 18 and 19 leading from the inner end of the recess 8 and parallel to the axis of the shaft 2 are connected at the outer ends to res ective small

transverse ducts

20 and 21 which communicate with the points to be lubricated. The shaft 2 rotates in the two

bearings

22 and 23 which are carried by the crankcase 13. By way of example, 24 1s the cam controlling a valve with a trip lever, not shown; the said cam is rotatable upon the shaft 2 and'is actuated at one-half the speed of the said shaft by suitable gearing- 25. The oil collected in the recess 8, as above mentioned, is circulated in the duct 18, as far as the transverse duct 20, thus lubricating the bearing surface of the sleeve 26 carrying the cam 24 upon the shaft 2; the oil also circulates in the duct 19 as far as the transverse duct 21 and thus lubricates the bearing 22. Obviously, the device may comprise any suitable number of ducts such as 18 and 19, these being tangent to the recess 8, in order to provide for the roper lubrication of the several parts of t e enl or the lubrication of elements other than those which are directly mounted u on the crankshaft, the oil which is supplie to one of the latter elements ma be utilized; it is observed for example in ig. 3 that the oil discharged from the bearing '22 is taken up by a duct 27 which leads it to the bearing 25. In the present example, a single supply of oil under pressure 28 provides for the lubrication of the bearing 23; the oil discharged therefrom is circulated into a collecting trough 29, known per se, and carried by the crankshaft, whence it is circulated through the duct 30 to the crank pin 15 for: the lubrication of the piston rod end 16; this latter may also be lubricated by splashing, and the journal 23' may be supplied with oil throu h the shaft 2 in the same manner as for the journal 22. In this event, no .oil will besupplied under pres sure, the arrangement shown in Fig. 3 being only intended to show that the lubricating means according to the invention may be combined in the same engine with other suitable means.

The lubricating arrangement according to the invention operates in an automatic manner, and the elements of the engine can thus be lubricated through the crankshaft, thus simplifying the question of lubrication to a considerable degree.

Obviously, the invention is not limited to the forms of construction hereinbefore described, these being given solely by way of example.

Having now described-my invention, what I claim as new and desire to secure by Letters Patent is: I I v 1. In a lubricating arrangement for enines the combination of a nozzle carried y the end cheek of the crankshaft and coaxial with said crankshaft, oil ducts formed through the crankshaft and openin on the one hand into said nozzle and on t e other hand at the points to be lubricated, perforated IonCgitudinaI partitions within said nozzle an oil spray inlet and outlet apertures formed in the wall of said nozzle and in alternate disposition with said partitions.

2 In a lubricating arrangement for engines the combination of a tapered'nozzle carried by the end cheek;of the crankshaft and coaxial with said crankshaft, oil ducts formed through the crankshaft and opening on the one hand into said nozzle and on the other handat the points to be lubricated, perforated longitudinal partitions within said nozzle and oil spray inlet and outlet apertures formed in the wall of said nozzle and 'in alternate disposition with said Pattitions.

3. In a lubricating arrangement for enthe other hand at the points to be lubricated, 7

perforated longitudinal partitions within said nozzle and oil spray inlet and outlet apertures formed in the wall of said nozzle and in alternate disposition with said partitions and the edges of said apertures he ing formed with axial flanges extending towards the interior of said nozzle.

4. In a lubricating arrangement for engines the combination ofan axial longitudinal bore'through the crankshaft and opening in the end check of the latter, a nozzle fitting in said bore and protruding within the crankcase of the engine, ducts formed through the crankshaft and opening on the one hand into said-bore and on the other hand, at the points to be lubricated, perforated. longitudinal partitions within said nozzle and oil spray inlet and outlet apertures formed in the wall of said nozzle and in alternate disposition with said partitions.

5. In a lubricating arrangement for eng1nesthe combination of a recessprovided in the end cheek of the crankshaft and coaxial with said crankshaft, longitudinal ducts through said crankshaft and opening tudinal partitions within said nozzle and into and tangent with said-recess, radial oil spray inlet and outlet apertures formed ducts opening on, the one hand into said in the wall of said nozzle and in alternate l0 longitudinal ducts and on the other hand at disposition with said apertures.

5 the pointsto be lubricated, a nozzle fitting In testimony whereof I have signedmy in said recess and protruding within the name to this specification. crank-case of the engine, perforated longi- JEAN MARIE HEINRICH.